Driving mechanism



May 31, 1938. w. B. FAGEOL DRIVING MECHANISM Original Filed April 9, 1935 4 Sheets-Sheet l LIE 3 wu vwbo'o Vii/ham 5 f'aw/ 4 Sheets-Sheet 2 lllll MJ M May 31, 1938. w. B. FAGEOL DRIVING MECHANISM Original Filed April 9, 1955 Qllll:

May 31, 1938. w. B. FAGEOL DRIVING MECHANISM Original Filed April 9, 1935 4 Sheets-Sheet 3 Patented May 31, 1938 DRWHNG WEGHANKSM William 18. Fageol, Kent, Ghio, assignor to Twin Coach (Company, Kent, Ohio, a corporation of Delaware Original application April 9, 1935, Serial No. 15,488. Divided and this application April 22, 1936, Serial No. 75,819

16 Claims.

The present invention relates to a driving mechanism for motor vehicles, and more particularly to a novel power and drive mechanism for driving the wheels of a motor bus or the like from an .engine located substantially above said wheels. The novel drive means disclosed herein constitute subject matter divided out of my co-pending patent application Serial No. 15,488, filed April 9, 1935 and are particularly adapted for use in conjunction with the low floor rear drive vehicle disclosed in my copending patent application Serial No. 15,085 filed April 6, 1935.

It is a primary object of the invention disclosed herein to provide a novel vehicle driving mechanism embodying a transmission positioned above the axis of the vehicle wheels and a substantially vertical drive shaft interconnecting the transmission and the vehicle drive mechanism. Preferably the axis of said drive shaft is disposed in a vertical plane extending longitudinally of the vehicle at right angles to the axle, but it may be swung out of said plane if desired.

Still another object of the present invention is to locate the driving motor in a novel manner above the driving axle in a vehicle and to provide a novel driving connection between the power transmission means associated with the motor and the rear axle.

Itis still another object of the present invention to provide a flexible and extensible drive connection between an unsprung drive axle and a sprung motor located thereabove.

Still another object of the present invention is to provide in a. vehicle driving mechanism, a novel means for driving the transmission power take-off shaft which permits relatively free longitudinal movement of said shaft while at the same time relieving the driving means of side thrust.

Another object of the present invention is to provide a novel power and drive mechanism for a vehicle in which the vehicle driving motor is located substantially above the axis of the vehicle driving wheels and in which power is transmechanism associated with the motor by means of flexible driving connections.

Further objects of the invention will appear from the following description and appended claims when taken in connection with the accompanying drawings wherein:

Figure 1 is a fragmentary side elevation of one end of a vehicle with a side wall removed to show a power plant and driven arrangement em- 55 bodying the present invention;

mitted to the driving wheels from a difierential Figure 2 is an enlarged view of a part of the mechanism illustrated in Figure in several positions of extensibility during operation;

Figure 3 is a horizontal section, taken transversely of the vehicle, of the transmission used 5 in the power plant of Figure 1;

Figure 4 is a vertical sectional view, taken on line il of Figure 3, and illustrates details of the extensible driving connection for the vehicle propeller shaft; and

Figure 5 is a view similar to Figure 4 and illustrates a modified form of extensible driving shaft mechanism.

With continued reference to the drawings, in which like reference numerals designate similar 15 parts throughout the several views, the numeral l0 (Figure 1) denotes generally the body and framing of a motor vehicle such as that disclosed in my copending application Serial No. 15,085, referred to above. The frame l0 forms the support for a motor l2 and includes motor supporting members It! and i5 located transversely of the vehicle, and longitudinal members 86 and Ill. Vehicle springs it, which support the vehicle frame on a driving axle l9, are pivotally secured to the vehicle at their front ends by means of inverted U-shaped brackets 20 which are secured to the underside of the frame member 2|. The projecting portions of the members It and "form a support for the other ends of the springs I8,

and for this purpose each projecting portion is provided with a bracket '22 in which one end of a spring shackle 23 is pivoted. One end of each spring I8 is pivotally secured to its bracket 20 and the other end is secured in well known manner to its shackle 23. Members I6 and I! are secured directly to member l4 and to the transverse framing member 2|,--the latter being carried by brackets secured in a suitable manner to the side frame members of the body base or 40 sub-frame-, and to the member l5 by vertical posts 26.

The driving axle 19 may be of usual construction and is provided with a differential unit 24 disposed between the springs l8. As will be seen later, the power out-put shaft of the transverse power plant is not located exactly intermediate the ends thereof and therefore, as it is desirable to have said shaft arranged in a plane longitudinally of the vehicle, the diflerential unit will in most instances be located offset from the center or middle of the axle.

The motor I! is secured at one end to a casing 28 (Figure 3), which houses a transmission mechanism 29 and a clutch 30. These units are positioned in line transversely of the vehicle above the drive axle I9. A flange 3| on casing 28 is adapted to be connected to the crank case of the engine I2 whereby the engine, the clutch and the transmission mechanism comprise a unitary structure. The engine is provided with brackets 32 which are connected to upstanding supports 33 carried by the transverse members I4 and I5.

Referring to Figure 3, which shows the interior of casing 28, a wall 34 in the end of the casing adjacent the clutch 38 separates the interior of the casing from the clutch and the crank case of engine I2, and the casing is divided into two parts or sections 35 and 36 by a partition wall 38. The section or compartment 36 contains a change speed transmission 29, and section 35 is devoted to housing the extensible final drive connection later to be described.

The engine crank shaft is connected through clutch 38, which may be of conventional form, to shaft 39 of the change speed transmission mechanism 29, which preferably takes the form of that shown in my copending application Serial No. 15,488. The change speed transmission 29 has a counter-shaft 48 driven from the main shaft 39 at selectable relative speeds through a series of gears 4| and clutching devices 42 described in detail in copending application Serial No. 15,488.

The counter-shaft 48 is journaled in the wall 38 and an end cover plate 43 by bearings 44 and 45. The bearing 45 is a combined radial and antifrictional bearing, the outer race members of which are carried in a recess 46 formed in the cover member 43. The axial spacing of the outer bearing race members may be varied by removing or inserting shims 48 under the flange of a cap member 49 which houses a speedometer drive 5|. The inner race members for bearings 44 are in abutment with each other and are positioned axially on shaft 48 by contacting one of the inner race members with a. spacing collar 52, the position of which is variable by removing or replacing shims between said spacing collar and the end of a gear 53 which is keyed or otherwise secured upon shaft 48. The inner race members are pressed against each other and spacing collar 52 by the hub of a speedometer drive gear 54,

' which is retained in position on the shaft 48 by means of a nut 55 and a locking device 56.

The flexible and extensible connection between the transmission 29 and the drive axle briefly mentioned above will now be described in detail.

The angular position of the casing 28 with respect to the internal combustion engine I 2 is such that a power take-off shaft 6|, (Figures 1 and 4) which extends from the side of the casing and which is substantially vertical or inclined slightly from the vertical, while disposed in a plane longitudinally of the vehicle, as illustrated in Figure 1 of-the drawings. The power take-oif shaft 6| is driven from a bevel or mitre gear 62 on the counter-shaft 48 of transmission mechanism 29, the said gear being in mesh with a bevel gear 63. One form of mechanism by which the intermeshed bevel gears may derive power from the engine will be apparent from an inspection of my copending application Serial No. 9. file June 5, 1934. The gear 63 is a part of the novel mechanism to be described in detail, the "aid mechanism allowing shaft 6| to move axially as springs I8 are deflected.

Referring to Figure 4 of the drawings, section 35 of the housing 28 is provided with a pair of co-axial openings 65 at the top and bottom to receive upper and lower bearing carriers or housings 66 and 61 respectively, for a pair of combined thrust and anti-friction bearings, 68 and 18 respectively. The upper bearing carrier 66 is provided with a flange 1| which is apertured to receive a series of studs 12 or other suitable securing devices by means of which the bearing carrier is secured within its opening 65. The lower bearing housing 61 is likewise flanged as indicated at 13, the said flange seating against the end of the corresponding aperture 65. The flange 13 is apertured for the purpose of receiving studs 15, by means of which the member 61 is secured in position. Shims 16 are placed beneath the flanges 1| and 13 of the bearing carriers and removal or replacement of these shims provides a ready means for adjusting the bearings 68 and 18. A hollow shaft 18 is shouldered as shown at 19 to provide an abutment for the inner race of the bearing assembly 18 by which it is rotatably supported adjacent one end within the bearing housing 61. A shoulder 8| provides an abutment for the gear 63, which is received on the hollow shaft 18 and is keyed to said shaft by means of a key 82 seated in a keyway 84 and the complemental keyway in the gear. The inner race member, of

the bearing assembly 68 which is also received over the hollow shaft 18, abuts the upper axial face of the gear 63. A sleeve 86 abuts the inner race member of the bearing assembly 68 and projects upwardly beyond the end of the shaft 18.

A shaft 81, having a set of splines 88 adjacent one end thereof, projects within the hollow shaft 18. Splines 88 are engaged with a set of internal splines 89 formed on the interior of shaft 18 at its end.

The shaft 81 projects beyond the end of the hollow shaft 18 and receives an internally splined member 93. The member 93 is provided with a radial flange 94 which may be connected in any suitable manner to a brake drum or friction disk 95 for cooperation with brake shoes to assist in retarding movement of the vehicle or holding it stationary. A split washer 96, positioned on the splined portion of the shaft 81, seats in a recess 98 in the shaft 18 and provides an abutment whereby a nut 99 on the threaded extension I88 can be used to hold the shaft 81 securely in position while also clamping the member 93 against the axial face of the member 86. The shaft 18 and shaft 81, assembled as above pointed out, in conjunction with shaft 6| provide an extensible propeller shaft I8I.

It will be seen from the description given thus far that the gear 63 and the inner race member of the bearing assembly 68 are also clamped together axially on the shaft 18 by means of the nut 99. A seal I82, positioned at the top of the bearing housing 66, prevents escape of lubricant from about the shaft 18.

The shaft 81 is provided with an externally splined portion I83 at its end opposite splines 88. The shaft 6| is internally splined, as indicated at I84, and the shaft 6| is driven by interengagement of the splines I83 and I84 while permitting the shaft 6| to be capable of axial movement within the interior of the hollow shaft 18. Shaft 6| is guided for sliding movement by hearing sleeves I81 and I88 which preferably are of the oilless type and held in position against a shoulder I 89 by a threaded sleeve III that is engaged over the end of the hollow shaft 18. Packing members or wipers I I2, carried in a recess at the end of member I, prevent escape of lubricant from around shaft 6| when it is moved axially in response to movements of the vehicle driving axle.

The member III serves to hold the inner race member of bearing assembly I against the shoulder I9 on the hollow shaft, and member III is locked against turning, by a locking member II3 which is interposed between the bearing race and the end of the member III.

Escape of lubricant from the casing 28 about the lower end of shaft I8 is prevented by a sealing member II which is pressed by a spring H5 against a fiange II6 on the Interior of the member 61. One end of spring H5 seats in arecess in a cap member I" secured on one end of the member III by a ring H8. The other end of the spring presses upwardly against an annular sealing member I I9 which in turn urges the seal ing member Ht against fiange H6. The flanged top of the sealing member H9 is provided with a backing I22 against which the spring bears. Rotation of the member III and the sealing member lid, is assured by tongues I23 and I244.

' The splined connection, comprising the splined portion I03 of shaft BI and the spline I03 on shaft 87!, is lubricated by a lubricant introduced into the hollow interior I25 of shaft 81 upon removal of a threaded filling plug I23 which is screwed into an internally threaded passage IZI. A supply of lubricant for bearing 80 is assured by means of a lubricant pump I23, the body of which is received in an aperture in the side of the casing 28. The body of the pump is provided with a flange I29 which is secured against a boss on the casing 28 by means of studs I32. A cylindrical bore I33 is provided within the body of the pump, a plunger I33 being slidably positioned within said cylindrical bore. A spring I35 urges the plunger I36 outwardly against a cam I35 formed on the hollow shaft It. The pump intake I3'I is closed by a spring pressed ballcheck valve I38, and the pump discharges through an outlet port I39 which is closed at times by a spring pressed ball check valve MI. The pump discharges lubricant into a passage I32 in the wall of housing 28, which communicates witha passage I43 formed by a recess in the member 66. The passage 33 communicates with the hollow space I35 above the bearing 68.

If desired, a port I51 may be provided in the annular wall of member 06 which communicates with a port I39 in the shaft It by means of a groove I52. The ports I41, I39 and the groove I52 assure a supply of lubricant to the bearing sleeves I01 and I08, and the splines I03 and IM may be lubricated bylubrlcant flowing from the port I49 and over the top edge of the shaft 6|. Surplus lubricant within the bore I25 is removed by means of ports I5I. The port I61, which commu'nicates with the hollow space I65 by means of the grooves I52 and the port I89, serves as an air vent and overflow for the interior of the hollow shaft III. The ports I5I permit lubricant to flow out of the bore I25 directly onto the splines I03 and I03. A supply of lubricant to the hearing members I01 and I08 is secured by means of a helical channel I53 and circular channels I54. Lubricant is supplied to these channels through a port I58 in the wall of the shaft I8.

As the shaft I8 rotates, the high part of the cam I36 forces the pump plunger I34 to the left, forcing lubricant contained within the bore I33 past the ball valve I4I into the passage I42 from which it finds its way to the bearing 68. As the shaft I8 continuously rotates the low portion of the cam I36 comes opposite the plunger I34 and the spring I35, by forcing the plunger out causes lubricant to be drawn into the bore I33 past the ball check I30. peated as the shaft I0 continues to revolve. thereby assuring a supply of lubricant to the bearing 68.

The telescoping driving connection just described thus is completely sealed against the admission of all road dirt and dust and is thoroughly lubricated in a positive manner.

The power take-off shaft transmits driving power to a propeller shaft IGI (Figure 1) which extends upwardly from the differential mechanism 2d of the rear drive axle I9. The propeller shaft and the power take-off shaft II are interconnected through a pair of universal joints I63 and I63, which may be of any approved design. The adjacent yoke members of the universal joints are coupled back to back as indicated by reference character I66, and the joints are asssciated in such manner that the angular velocity of rotation of the shaft 3I is the same as that of the propeller shaft ISI. If desired, a bellows type leather seal may join the drive axle and the transmission, completely enclosing the universal joints and the sliding tubular drive shaft where it enters the transmission.

The drive axle I9 and the spring I8 are shown in their positions occupied with respect to the body framing II] when the vehicle is loaded to its normal capacity, and the position of the universal joint is as illustrated by Figure 1 and by the full line in Figure 2. It will be noted from Figure 2 that in the normal load position illustrated in Figure l the center line I68 of the propeller shaft ISI is substantially parallel and in alignment with the center line I59 of the shaft 6|, and it will be noted that the line III connecting the trunnions of the universal joints I63 and I36 is substantially aligned with the center lines of the shafts 6i and I6I. Thebroken line I13 on Figure 1 represents the top of spring I0 when it experiences maximum upward deflection, and the position of the shaft and universal joints under ths condition is illustrated by broken lines on Figure 2. It will be noted that springs I0 are connected to the vehicle frame I0 by means of fixed pivot 20, and that as the springs deflect upwardly it assumes the curve designated by the line I13 in Figure. 1. Since the axle I9 is underslung beneath the spring I3 the center line I68 moves to a new position I'IG which, by reason of the location of the axle I9 beneath the spring and the fixed pivotal connection of the spring III at 20 and the shackle connection 23, is substantially parallel to its previous position I68 and the angularity of the line connecting the two unlversal joints I63 and I60 is changed but slightly to compensate for the movement of the axle III with respect to the body I0.

The approximate total swing of the line connecting the trunnion centers of the universal -joint is approximately only twenty degrees between full braking and full torque cond tion and this angle is not exceeded even when the shaft 6| is fully extended as for example, when spring I0 is curved downwardly during rebound.

The operation of the novel driving mechanism is believed to be obvious from the foregoing descripiion, but is briefly as follows:

The change speed transmission mechanism. the clutch and other shiftable devices may be placed under control of an operator situated in a convenient position in the vehicle beside the control means similar to those illustrated and described in either of the above mentioned 00- pending applications Serial No. 15,488 or Serial This cycle of operation is re-- No. 729,115. The engine I2, positioned over the rear wheels, is controlled from the operators station by suitable means, for example, those disclosed in my copending application Serial No. 15,085.

The telescoping joint provided by the hollow shaft I8 allows for free movement of the vehicle driving axle I9 with respect to the body I0 as the vehicle encounters irregularities in the surface of the roadway, and the spring arrangement described keeps the center lines of the shafts 6| and I6I practically parallel except when the en-' gine is transmitting maximum torque to the road wheels or when brakes carried by the axle are applied. It is especially to be noted that with the arrangement described, in which the shaft 81 projects into shaft 6| to form the driving connection between the shafts I8 and BI, all of the side thrust is taken directly by the internal surface of the hollow shaft I8, thus relieving the shaft 81 of stresses which would otherwise be imposed upon it. The drive shaft 8| and the unusually short propeller shaft, together with the coupling of the universal joints I63 and I64 back to back in the manner described above, provide an eflicient and compact driving connection between the engine and the driving wheels.

In the modified form of mechanism of Figure 5, the gear 83 abuts the shoulder 8| and is drivingly connected for rotation with the hollow shaft by the key-82. The inner race of the bearing 88 abuts the top of the gear, and a sleeve III is interposed between the inner race and a locking nut I12 which is threaded onto threads I" provided for the purpose on the hollow shaft I8 adjacent its end. A locking device comprising a metallic ring I16 has one of its tongues seated in a keyway IT! and another tongue is engaged in a seat I18 formed on the nut In to effectively secure the nut against rotation.

The gear 83 and the inner race of the bearing 68 are clamped together axially on the hollow shaft I8 by means of the nut I12. A lubricant seal I80, positioned at the top of a bearing housing I8I, prevents escape of lubricant from about the top of the shaft 18.

A shaft I82, which corresponds to shaft 81 of Figure 4, is splined at I83 and the splines are engaged with the internal splines 89 formed on the interior of the shaft I8 at its end. As in Figure 4. the brake carrying member 93 is connected for rotation with the shaft I8 by means of the splines I83. 'The split washer 96 provides an abutment whereby nut 99 can be used to hold the shaft I82 securely in position and also to clamp the member 93 against the axial face of the hollow shaft 18.

Splines I88, which correspond to the splines I03 of Figure 4 are engaged with the internal splines I04 to drive the shaft 6| while permitting said shaft freedom of axial movement within the hollow shaft 18. The bearing sleeves I01 and I08 guide the shaft 6I within the shaft 18. The bearing sleeves I01 and I08 are retained in position by a threaded sleeve III engaged over the end of the hollow shaft 18. Wiping members II2 prevent escape of lubricant from around the shaft 8| when it reciprocates axially in operation. The member III positions the inner race member of the bearing I0 against the shoulder I9 through the medium of an annular member I88 which is interposed between the bearing race and the end of the member II I.

Escape of lubricant from the interior of the casing 28 about the lower end of the shaft I8 is prevented by means of a bellows I89 sealed at one end to a cup-shaped member I90 and at its other end to a ring I9I which is pressed by a spring I92 against the ring member I 88. The ends of this spring seat in recesses in the cup member I90 and the ring member I9I. The cup member I90 is secured to a bearing housing I93 by means of rivets I 94 engaged through a series of apertures in a flange I 98 of the bearing housing I93 and through a flange I98 of the member I90. The assembled bearing housing and the member I90 are secured to'the casing 28 by means of studs I99. Shims 20I are provided which correspond to shims 18 previously described in connection with Figure 4.

The telescoping driving mechanism of the modification just described is supplied with lubricant from the interior of the housing 28 and is sealed against escape of lubricant and entrance of dirt by the means described.

It will be seen from the foregoing complete description that in both forms of my invention I have provided a novel and compact driving arrangement for a motor vehicle which permits substantially all of the interior space of the vehicle body to be devoted to the carrying of .passengers and which transmits power in a novel manner to the driving wheels of the vehicle upon which the vehicle frame is spring supported.

The invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embdoiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are intended to be embraced therein.

What is claimed and desired to be secured by United States Letters Patent is:

1. In a power transmitting device for a motor vehicle, a hollow driving shaft, bearing means for said shaft, drive means for said hollow shaft, a hollow driven shaft nested in said hollow shaft and capable of axial movement therein, the

nested relationship of said shafts affording transmission of side thrusts imposed on said driven shaft to said bearings through said hollow driving shaft, and means for imparting driving power from said hollow shaft to said relatively movable driven shaft, said means being connected to said driving shaft and extending into the interior of said driven shaft.

2. In a power transmitting device for a motor vehicle, a hollow driving shaft, drive means for said shaft, an internally splined driven shaft nested in said hollow shaft and capable of axial movement therein, an externally splined member having a driving connection at its end with an end of said hollow shaft, said externally splined member extending within and engaging the splined interior of said internally splined shaft whereby to transmit driving power from said hollow shaft to said relatively movable internally splined shaft, the nested relationship of said shafts affording transmission of side thrusts imposed on said driven shaft directly to said hollow shaft and thereby relieving said splined connection of stresses that would otherwise result from said side thrusts.

3. In a power transmitting device for a motor vehicle, a hollow driving shaft; means for driving said shaft, a hollow driven shaft nested in said driving shaft and capable of axial movement anaeia therein, a bearing sleeve interposed between said shafts, and means extending into said hollow driven shaft for connecting said shafts in driving relation.

4. The combination defined in claim 3 wherein said driving shaft is provided with a helical channel in the region of said bearing designed to convey oil thereto.

5. In a power transmitting device for a motor vehicle, a housing, bearing supports and bearings received in aligned apertures in said housing, a hollow shaft journalled in said bearings, an extensible shaft structure nested in said hollow shaft and extending through one of said bearing supports, and a, lubricant seal in said one bearing support surrounding said hollow shaft at one end thereof to prevent escape of lubricant from said housing and to preclude entrance of dirt into said housing.

6. The combination of claim 5 wherein there is a lubricant seal between the end of said hollow shaft and said extensible shaft.

7. The combination of claim 5 wherein said lubricant seal comprises a flexible shell secured at one end to said housing and yieldably engaging a shoulder means carried by said hollow shaft.

8. The combination of claim 5 wherein said lubricant seal comprises a member rotatable with said hollow shaft and yieldably engaging a surface carried by said bearing support.

9. In a power transmitting device for a motor vehicle, a housing adapted to contain lubricant, a substantially vertical hollow shaft journalled adjacent each end in bearings supported by said housing, a gear on said hollow shaft, a reciprocating shaft nested in said hollow shaft, 3, drive shaft within said hollow shaft in driving connection therewith and having a splined connection with said reciprocating shaft, and means to effectively lubricate said splined connection and other relatively movable contacting parts from the supply of lubricant contained within said housing.

10. In a power transmitting device for a motor vehicle, the combination of a hollow vertical driving shaft, 3. drive shaft having a splined portion surrounded by said hollow driving shaft and having a portion protruding above said driving shaft, a. brake member secured on the protruding portion of said drive shaft, and an axially slidable power take-off shaft fitted between said driving and drive shafts and having a splined portion receiving said splined portion of said drive shaft.

11. In a power transmitting device for a motor vehicle, the combination of a hollow vertical driving shaft, a splined drive shaft carried by said hollow driving shaft and protruding above said driving shaft, 2. split washer carried by said splined shaft, a shoulder formed in said hollow driving shaft designed to provide an abutment for said washer, a gear wheel carried on said hollow driving shaft and designed to drive it, an anti-friction bearing supporting said hollow driving shaft and abutting said gear, a sleeve surrounding said driving shaft in abutting relation to said bearing and protruding beyond the end of said driving shaft, a brake spider disposed on the protruding end of said splined drive shaft in abutment with said sleeve, a threaded extension on the protruding portion of said splined drive shaft and a. nut threadedly secured on said extension designed to engage said brake spider and secure said gear, said bearing, and said sleeve on said hollow driving shaft, said splined drive shaft within said hollow driving shaft and said brake spider upon said splined drive shaft.

12. A power transmitting device for motor vehicles comprising a housing having opposed open ends, an extensible drive shaft assembly disposed in said housing with its ends protruding through said open ends, removable caps having lubricant seals and bearing assemblies designed to close said open ends and rotatably support said drive shaft assembly, a gear secured to and designed to drive said drive shaft assembly, a driving gear designed to mesh with said last mentioned gear and supply driving torque thereto, and an enlarged formation on said housing designed to receive said drive gear.

13. In a power transmitting device for a motor vehicle, a housing-an extensible propeller shaft assembly disposed substantially vertically in said housing, bearings carried by opposite Walls of said housing and supporting said shaft adjacent the upper and lower ends thereof, a gear carried by said shaft, said housing being designed to contain lubricant at a level between said bearingsand below said gear, said propeller shaft assembly including a telescoping portion extending outwardly of said housing thru the bearing adjacent its lower end, sealing means associated with said shaft assembly and said last named bearing, a pump unit mounted in said housing above said lower bearing having an inlet below said lubricant level and also having a discharge opening, means to conduct lubricant from said discharge opening to said other bearing and said gear, and means to operate said pump from said shaft.

14. In a power transmitting device for a motor vehicle, a housing, a substantially vertical propeller shaft disposed in said housing, bearings carried by said housing and journalling said shaft adjacent its upper and lower ends, said propeller shaft being hollow, an extensible shaft arranged within said propeller shaft and supported for sliding movement therein, said housing being designed to contain lubricant at a level between said bearings, means carried by said housing for raising lubricant to the bearing positioned above said lubricant level, and means to conduct lubricant to the interior of said hollow propeller shaft for lubricating the mutually engaging surfaces of said propeller shaft and said extensible shaft.

15. In a power transmitting device, the combination set forth in claim 14, wherein said extensible shaft is hollow and provided with internal splines, together with an externally splined member drivingly connected to said propeller shaft and engaging said internal splines, and means for conducting a portion of the lubricant raised to said bearing to said splines.

16. In a power transmitting device the combination set forth in claim 13 wherein said housing comprises a wall portion extending vertically and substantially parallel to said propeller shaft, said wall being provided with an opening and a vertically extending passage, said passage terminating above the uppermost of said bearings and also communicating with said openings, and said pump comprising a unitary structure adapted to be received in and closing said opening and having a discharge port registering with said passage.

WILLIAM B. FAGEOL.

CERTIFICATE OF CORRECTION.

Patent No. 2,118,812. May 51, 1958.

WILLIAM B. FAGEOL.

It is hereby certified that error appears in the printed specification of the above number-ed patent requiring correction as follows: Page LL, second column, line 1 h, claim 1, before the -word "shaft" first occurrence, insert driving; page 5, second column, 1ine68, claim 16, for "openings" read opening; and that the said Letters Patent shouldbe read with these corrections therein that the same mayconfonn to the record of the case in the Patent Office,

Signed and sealed this 5th day of July, A. D. 1958.

Henry Van Arsdale (Seal) 8 Act ing' Commissioner of Patents. 

